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6.2 block #929

P

P_J_P

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Is this even possible?? :skep:

I bought long block 6.2 that should be done with block #599 but what I got is block 1255929 (C315), heads #567. Because it has not got oil pan in place I checked the pistons and they seem to be Mahle casting 101V3 , which belong to 6.2 diesel...

So is it really possibe that in 95 they still made block #929 as 6.2???
 
What is the date code on the right side of the bellhousing flange? There should be a letter followed by 3 numbers.[A 01 5] A= january, 01 + first day of the month, 5= 1995
It is possible that 6.2 replacement engines were only bored to 6.2 specs. Original pistons were "Bahn"
The 95 6.5s could be "929"or "141"blocks.
 
Date

It has got date code C 31 5 = 31st March 1995 ?

It has been rebuilt now to me, so according what you say this is replacement engine that has now been rebuilt first time.
 
Yep.That is correct on the date.GM sold replacemet 6.2s into the mid 90s. Then they went to 6.5 repowers they called them. Many of the replacement engine blocks were cast in Mexico.
 
Do you think that block is any good? Or is it just piece of junk? :rolleyes5:

I was planning to put girdle on in, to make main webs stronger. Just to avoid what happened to last block #660 I had....totally broken main web ans snapped crank :nonod:
 
Could be it had a bad damper and that caused the crank to break and the block crack.
 
I really don't know... Engine was already rebuilt by someone, all parts seen to be OK. Dampner was looking allright, no loose at all. Engine had no extra sounds, no nothing. There is no turbo and it runs on regular diesel.

I think that block was already cracked, and it just come to end....
 
Can I use old v-belt pulley? Can failure of pulley cause crank to snap or is it just the damper that affects to it?
 
Damper failures can cause a crank and block failures.

Late 6.2 production used the 599 block and may have even seen some 929 blocks too.
The cranks in the late 6.2 are identical to the 6.5 as are the rods. The pistons in the 6.2 weigh the same as the 6.5 pistons so the rotating assembly is all the same.

Generally unless there are special cicumstances a used block that is crack free, will stay that way.
A high mile block thats been subjected to repeated duty cycles is done moving around and is stable.

Much of the reason for the 6.2/6.5 blocks cracking lies not in the failures of this or that but, with the blocks being unstable (read this as NOT CURED) I have seen cracks in the mainline at the cap register fits that have opened up over 1/16"

Now this sort of shifting can only be caused by a green casting thats shifting and moving during heating and cooling.
A poor choice of metalurgy may certainly be a part of it too.

Just a FWIW, adding the little angle steel girdle goodies to the center mains has little worth in stopping the main webs from cracking. IMHO its more of a warm fuzzy feel good item than a real structural improvement.

In looking at the huge heavy cast girdle that's in the P400 one can see what the engineers were after. The small steel items does not address the root cause of the failure and only ties the center caps together in a fore and aft direction which does little to really stabilize anything much.

The P400 has all 5 of the main caps tied into the nearly 4 inch thick casting that forms the outer periphery of the girdle, that in turn is indexed into the block at the registers and then bolted to the block skirt.

The same thing could have been accomplished by a total redesign on the block in the form of a deep skirt design such at the Dmax or the old Ford Y block 427 engines.

Deep skirts with cross bolted center mains is the answer.

I dont know why that the AMG/GEP engineers did not redesign the block and instead chose to add the girdle as an add on ???

Anyway

If you have a crack free block, it will most likely stay that way now.

Enjoy

Missy
 
I don't know why that the AMG/GEP engineers did not redesign the block and instead chose to add the girdle as an add on ???
Click to expand...
I know I know :hello: Its the same reason GM choose to base the 350 diesel on the Olds block, although it was a much different casting than the gas version. They don't have to spend millions to change the block machining line. I'm betting they can do the Opti and P400 on the same line with minor retooling. I bet the girdle/caps casting is machined off line and then bolted on for line boring. So it don't matter if the block has girdle/caps or just caps. A deep skirted block like say the GM LSx likely would require big retooling costs and a new location if they needed to continue with the Opti's. BTW the LSx block would make a great base for a say 4.5 L diesel for the mid size SUV's and 1/2 ton trucks, I know GM is working on a small V8 diesel but I don't know if it is based directly on a LSx.

Granted idle speculation on my part but it makes sense.
 
it would be nice to have another block 6.2 or 6.5 around my place. With a spare crack free block I get a warm fuzzy feeling inside. non left is these parts anymore ARGGGG
 
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